Shared vehicle system and method involving reserving vehicles with highest states of charge

ABSTRACT

A shared vehicle system includes a central facility, at least one vehicle distribution port facility and a plurality or fleet of vehicles, each having a vehicle subsystem. In general, the central station and port facility and the vehicle subsystems communicate in a manner to allow a user to enter information at a port facility. That information is then communicated to the central facility, where the information is processed to select a vehicle from the fleet to allocate to the user at the port facility. Selection of a vehicle for allocation to a user may be based on selecting an available or soon to be available vehicle according to various algorithms that take into account the vehicles state of charge. The central station also communicates with the port facility and the vehicle subsystem to notify the user of the selected vehicle, to provide secure user access to the selected vehicle, to monitor the location and operating status of vehicles in the fleet, to monitor the state of charge of electric vehicles and to provide other functions. The vehicles communicate with the central station to notify the central station of the PIN number of the individual attempting to use the vehicle, and of vehicle parameters such as state of charge and location of the vehicle.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates, generally, to systems and methods forsharing a fleet of vehicles among a plurality of users and, in preferredembodiments, to such systems and methods for sharing a fleet of electricvehicles, including systems and methods relating to allocating,tracking, securing, managing and relocating of shared vehicles and, inyet further preferred embodiments, to systems and methods relating toallocating, tracking, securing, managing, relocating and charging ofshared electric vehicles.

2. Description of the Related Art

In most modern, industrial countries, private automobiles play animportant and sometimes indispensable role as a means for transportingpeople within and beyond local areas, for example, to and from places ofwork, study or worship, on errand trips or in commercial activities,such as deliveries, sales visits, repair visits or the like. As a resultof these important roles, the number of automobiles in and around mostindustrialized cities and neighboring regions continues to grow. Theincreasing numbers of automobiles results in higher occurrences oftraffic jams and higher demands for parking spaces.

Mass transit systems, such as busses, commuter trains, subways,streetcars or the like can fulfill some of the transportation needs ofthose communities and municipalities that have such systems. However,travel with such systems is confined to pre-set stop locations andtimes, set by the route and time schedule of the bus, train, subway orstreetcar. The prescribed routes and time schedules typically do notmeet many travelers' needs or are too inconvenient for practical usageof the mass transportation system by some travelers. For many masstransportation users, the pre-set stop location is far enough from theirorigination or destination locations that they must find additionalmodes of transportation to or from the pre-set stop. For example, someusers drive private vehicles to and from pre-set stop locations and parkthe vehicles near the stop locations. Some mass transportation systemseven provide vehicle parking facilities near pre-set stop locations forsuch users.

For example, commuter train stops and bus stops in and near some citesare often provided with parking lots for train users to park privatevehicles. However, vehicles in such parking lots typically remain parkedthroughout a large part of the day, and are driven only in the morningto bring the user to the train or bus stop and in the evening to takefrom the train or bus stop. Thus, while modern mass transportationsystems can result in a reduced number of vehicles on the road at anygiven time, such mass transportation systems do not eliminate the needfor private vehicles and can result in an inefficient use of privatevehicles.

Accordingly, there is a need for a system and method for the efficientand convenient use of private vehicles, such as an efficient andconvenient shared vehicle system and method. Shared vehicle systems canprovide more flexibility than other means of public transportation. In ashared vehicle system, a number of vehicles are normally maintained inseveral designated parking areas. Each user is allowed to pick up avehicle at one parking area, and return the vehicle to the parking areanearest to the user's destination. The user may also drive a vehicle outof a designated parking area for an errand and return the vehicle to thesame designated parking area. Shared vehicle systems that are used by arelatively large number of subscribers should include sufficientsecurity measures to protect the vehicles from theft and also to protectthe user from crime.

Shared vehicle systems must be sufficiently convenient to motivate usersto employ the system. Accordingly, vehicle availability within areasonable time of a user's request for a vehicle is very important tothe success of such a system. Of course, by maintaining a greater numberof vehicles in the fleet of shared vehicles, the availability of avehicle at any given time can be increased. However, system cost isminimized and vehicle-usage efficiency is maximized with smaller vehiclefleets. Accordingly, there is a need for a shared vehicle system thatmaximizes user convenience yet minimizes the number of vehicles requiredin the fleet.

In particular, by employing vehicles in a shared vehicle system ormethod, additional ecological advantages can be achieved. Vehicles in ashared system may be of many types. They may be the conventionalpetroleum based gasoline or diesel fuel type vehicles. They may howeverbe cleaner forms of propulsion such as methanol or propane poweredvehicles, or may be vehicles powered by hydrogen stored as a gas ormetal hydride. Electric vehicles may draw energy from batteries, fuelcells, generators driven by internal combustion engines, or combinationsof different energy sources. Electric vehicles powered by both lead acidand nickel metal hydride batteries have shown much promise and severalmanufacturers have produced viable electric vehicles employing thesebattery technologies. Electric vehicles are a good candidate for ashared vehicle, because they are among the cleanest and quietest formsof vehicle, but sharing systems and methods are in no way dependent onthe use of an electric vehicle, and may be employed with a number of nonelectrical or hybrid technologies, including common gasoline power.

The use of electric powered vehicles in a fleet of shared vehicles,however, presents further complexities over other alternate powervehicles, for example, associated with vehicle charging requirements andvehicle unavailability during charging times.

Electric vehicles typically require charging more often than theconventional vehicles require refueling. Recharging stations are notnearly as available as conventional petroleum motor fuels. Moreover,recharging of an electric vehicle typically takes much more time thanrefueling a conventional vehicle. Thus, if a conventional vehicle ispresent at a designated parking area of a shared vehicle system, butdoes not have sufficient fuel to meet a user's travel needs, the vehiclecan be quickly refueled and made available to the user. However, evenwhen an electric vehicle is idle in a designated parking space, it isnot available to a user unless it has a sufficient existing state ofcharge (SOC) to make the user's intended trip. Typically, an electricvehicle cannot be re-charged quickly enough to make the intended trip ifits existing SOC is inadequate. On the other hand, if the user intendsto make a short trip, the vehicle may be capable of making the intendedtrip even though it is not fully charged. Accordingly, there is afurther need for a system and method for managing shared electricvehicles in an optimum fashion and to meet the needs of a maximum numberof users with a minimum number of vehicles.

SUMMARY OF THE DISCLOSURE

Therefore, preferred embodiments of the present invention relate toshared vehicle systems and methods that maximize user convenience andminimize the number of vehicles required in the shared fleet.

A shared vehicle system according to one preferred embodiment of thepresent invention includes a central facility, at least one vehicledistribution port facility and a plurality or fleet of vehicles, eachhaving a vehicle subsystem. In general, the central station and portfacility and the vehicle subsystems communicate in a manner to allow auser to enter information at a port facility. That information is thencommunicated to the central facility, where the information is processedto select a vehicle from the fleet for allocation to the user at theport facility. The central station communicates with the port facilityand the vehicle subsystem, according to various embodiments describedbelow, to notify the user of the selected vehicle, to provide secureuser access to the selected vehicle, to monitor the location andoperating status of vehicles in the fleet, to monitor the state ofcharge of electric vehicles and to provide other functions describedbelow.

According to one aspect of the invention, allocation of shared vehiclesto users is based, at least in part, on travel information received fromthe users. By allocating vehicles based on travel information theefficient usage of vehicles and user convenience can be optimized, forexample, to maximize vehicle availability and minimize vehicle downtime.While various embodiments related to this aspect of the invention mayemploy any form of shared vehicle, according to further embodiments ofthe present invention, vehicle sharing systems and methods employingelectric vehicles in the shared fleet and the allocation of electricvehicles to users is managed to maximize vehicle availability andminimize vehicle downtime, taking into account the state of charge of avehicle and/or the charging rate of a vehicle.

According to another aspect of the invention, a shared vehicle system ormethod provides controlled or secured access to and/or enablement of theshared vehicles. In preferred embodiments, user identificationinformation is provided to a vehicle that has been allocated to a userand such information must match information entered by the user in auser interface device installed on the vehicle, before the user isallowed access to the vehicle. In yet further preferred embodiments, auser's personal identification number PIN must be entered by the user ina second interface device installed on the vehicle and must match anexpected PIN, before the vehicle is enabled for operation.

According to yet another aspect of the invention, a shared vehiclesystem and method involves allocating vehicles from a group of availablevehicles and returning vehicles to the group upon detection of a parkingstate while the vehicle is located at a port. A port is a vehiclestaging area where vehicles may be parked prior to being allocated to auser. A typical port contains a user kiosk containing a computerterminal for interacting with the shared vehicle system. Throughout thisdisclosure the term “kiosk” will be used to mean a kiosk with a userterminal. The terms kiosk and terminal shall be used interchangeablyherein. In preferred embodiments, the detection of a parking state isaccomplished by, for example, the detection of the setting of thevehicle in a parking gear, the lack of motion of a vehicle for a periodof time, the opening and/or closing of a vehicle door, or a combinationof such events, each of which require no user interaction other than thetypical actions taken to park a vehicle.

According to yet another aspect of the invention, a shared vehiclesystem and method involves protecting access and enabling vehicles froma remote location relative to the vehicles, for example, in the eventthat a user loses an identification code or PIN.

According to yet another aspect of the invention, a shared vehiclesystem and method involves tracking stored energy and/or otheroperational parameters of vehicles in the shared fleet. In preferredembodiments, vehicle parameters, such as stored energy, are tracked andprocessed for purposes of efficient selection and allocation of vehiclesto users or selection of vehicles for charging.

According to yet another aspect of the invention is that, if electricalvehicles are employed within a shared vehicle system, the electricalvehicles are allocated to users based on the state of charge (SOC) ofthe vehicles, in addition to vehicle location, user travel informationand statistical analysis of vehicle usage. According to a furtheradvantage of preferred embodiments, vehicles are allocated from adefined vehicle search group (VSG) of a port facility. A vehicle searchgroup is defined as the set of vehicles that may be allocated to a user.A vehicle search group is determined by deciding what time period isacceptable as a vehicle search depth time, that is how long a predefinedwait is acceptable before a vehicle becomes available. The vehiclesearch group then is ascertained by determining which vehicles will beavailable at the end of the predefined waiting period. Vehicles withinthe vehicle search group of a port facility include vehicles that aredue to arrive at the port facility within the predefined period of timeor electric vehicles that are due to become sufficiently charged at theport facility within a predefined period of time, minus the vehicleswithin the port that have been allocated for departing trips or arescheduled for transport to another port facility.

In one preferred embodiment that includes electrical vehicles within theshared vehicle group, a user is allocated a vehicle having the highestSOC within a vehicle search group of vehicles having sufficient SOC tomeet a user's needs. The present method for determining SOC is disclosedin U.S. Pat. No. 5,614,804, which is incorporated by reference herein.Apparatus for displaying SOC is disclosed in U.S. Pat. Nos. 5,686,895and 5,612,608, both of which are incorporated by reference herein. Inanother preferred embodiment, a user is allocated a vehicle having thesecond highest (or Nth highest) SOC within a vehicle search group ofvehicles having sufficient SOC to meet the user's needs, such that thehighest (or N−1 highest) SOC vehicles may be reserved for users havingtravel needs which requiring a higher SOCs. In yet another preferredembodiment, the system or method has the ability to allocate the highestor Nth highest SOC vehicle, depending upon other criteria, such as thetime of day or day of the week. Thus, for a certain time period of theday and/or day of the week (for example, between 7:00 a.m. and 9:00 a.m.on Monday through Friday) the system or method may allocate the highestSOC vehicle in the vehicle search group is allocated to a user, while atother times of the day and/or days of the week, the Nth highest SOCvehicle is allocated to a user.

According to a further aspect of the present invention, a shared vehiclesystem and method involves transporting or relocating vehicles from onearea or port having a surplus of vehicles to another area or port havinga shortage of vehicles. Vehicles may also be transported to effectivelyuse storage space for the parking of the vehicles. According to yet afurther aspect of the present invention, a shared vehicle system andmethod involves a vehicle carrier for carrying a first vehicle with asecond vehicle, for example, for relocating the first and/or secondvehicle.

The above and other aspects, features, and advantages of the presentinvention, will become apparent from the following description whentaken in conjunction with the accompanying drawings in which preferredembodiments of the present invention are shown by way of illustrativeexample.

BRIEF DESCRIPTION OF THE DRAWINGS

Referring now to the drawings in which like reference numbers representcorresponding parts throughout:

FIG. 1 is a schematic diagram representation of a vehicle sharing systemaccording to a preferred embodiment of the present invention;

FIG. 2 is a flow chart representation of steps carried out to request,select and allocate a vehicle, according to embodiments of the presentinvention;

FIG. 3 is a flow chart representation of steps carried out for secureaccess and for enabling vehicles in a fleet of shared vehicles accordingto embodiments of the present invention;

FIG. 4 is a flow chart representation of steps carried out for vehicletrips according to embodiments of the present invention;

FIG. 5 is a schematic perspective view of a vehicle carrier according toan embodiment of the present invention;

FIG. 6 is a schematic perspective view of a vehicle distribution portfacility according to an embodiment of the present invention.

FIG. 7 is a generalized block diagram representation of a computersubsystem in a port facility according to an embodiment of the presentinvention;

FIG. 8 is a schematic perspective view of a vehicle distribution portfacility according to another embodiment of the present invention;

FIG. 9 is a generalized block diagram representation of a centralfacility according to an embodiment of the present invention;

FIG. 10 is a generalized block diagram representation of a vehiclesubsystem according to an embodiment of the present invention;

FIG. 11 is a graph of the state of charge of a vehicle battery versuscharge time curve; and

FIG. 12 is an illustration of a transfer of vehicles between ports;

FIG. 13 is an illustration of a preferred embodiment's mounting of aidentification card reader and a PIN entry console;

FIG. 14 is a block diagram illustrating a central office computer systemand the subsystem kiosk computers linked to the central office computersystem through the Internet; and

FIG. 15 is a flow diagram of the process when a user seeks a sharedvehicle and interacts with a kiosk computer.

DESCRIPTION OF THE REFERRED EMBODIMENT

In the following description of preferred embodiments, reference is madeto the accompanying drawings which form a part hereof, and in which isshown by way of illustration a specific embodiment in which theinvention may be practiced. It is to be understood that otherembodiments may be utilized and structural changes may be made withoutdeparting from the scope of the preferred embodiments of the presentinvention.

The present invention relates, generally, to systems and methods forsharing a fleet of vehicles among a plurality of users, and variousaspects of such systems and methods including optimizing vehicleallocation, vehicle tracking, security, and charging and managing ofshared electric vehicles. As discussed above, in a shared vehiclesystem, a number of vehicles are normally maintained in severaldesignated parking areas. Each user is allowed to pick up a vehicle atone parking area, and return the vehicle to the parking area nearest tothe user's destination or return the vehicle to the same designatedparking area.

To successfully attract people to subscribe and become users of a sharedvehicle system, the system must be sufficiently convenient andinexpensive. More particularly, users should be able to pick up avehicle at a convenient location and with minimal or no waiting time.The system should be easy and inexpensive for the user and costeffective for the system administrator to operate. To have minimalenvironmental impact, the system should be capable of addressing theabove needs and employing clean means of transportation, such aselectric powered vehicles, as its primary shared vehicle.

Preferred embodiments of the present invention relate to shared vehiclesystems and methods which address the above-described needs and whichaddress additional needs and provide additional advantages discussedbelow. As will become apparent from the discussion below someembodiments pertain only to sharing systems containing at least someelectrical vehicles. Those embodiments of the invention relate tocharging or state of charge (SOC) of electric vehicles and may beimplemented with or without various other aspects relating to, forexample, vehicle allocation, tracking, and securing. Similarly,embodiments of the invention relating to vehicle allocation aspects maybe implemented with or without various other aspects such as vehiclecharging, tracking and securing, and embodiments relating to vehiclesecuring may be implemented with or without other aspects such asvehicle tracking, allocation or charging.

A schematic representation of a shared vehicle system 10 according to apreferred embodiment of the present invention is shown in FIG. 1. Asystem 10 according to the FIG. 1 embodiment includes a central facility12, at least one vehicle distribution port facility 14 and a pluralityor fleet of vehicles 16 (one of which is shown in FIG. 1), each having avehicle subsystem 18. In general, the central station and port facilityand the vehicle subsystems communicate in a manner to allow a user 20 toenter information at a port facility 14. That information is thencommunicated to the central facility 12, where the information isprocessed to select a vehicle from the fleet to allocate to the user atthe port facility 14. The central station 12 communicates with the portfacility 14 and the vehicle subsystem 18, according to variousembodiments described below, to notify the user of the selected vehicle,to provide secure user access to the selected vehicle, to monitor thelocation and operating status of vehicles in the fleet, to monitor thestate of charge of electric vehicles and to provide other functionsdescribed below.

Selection and Allocation off Sharing Systems Containing ElectricVehicles:

According to one aspect of the present invention, systems and methodsfor sharing electric vehicles involve selecting and allocating vehiclesto users, based on a combination of factors for maximizing efficiencyand user-convenience. Such factors may include various combinations ofthe following: the location of the vehicles within the fleet, state ofcharge of the vehicles, the distance which the user expects to travel,the period of time that the user expects to use the vehicle, the user'sexpected destination, statistical analysis of vehicle use patterns andthe identity of the user, the number of individuals waiting for vehiclesin the port, and the number of vehicles present in the port.

A user desiring to obtain the use of a vehicle 16 arrives at a firstport facility 14 and enters a request for a vehicle and otherinformation into a computer system. The information may include thedestination port or kiosk. The information may also include theadditional distance and/or time that the user expects to travel beyondthe normal distance and/or time to reach the destination port facility,for example, to conduct errands or other excursions. The information mayfurther include user identification information, for example, read froma card key 21, smart card, magnetic strip, fingerprint, retinal scan orother machine-readable method of identification.

In a preferred embodiment, described with reference to the system inFIG. 1 and the flow chart of FIG. 2, a user enters identificationinformation by swiping a card key 21 (or other machine-readable token)past a reader, step 22. The information is received by the system instep 24 and, in step 26, the user enters travel information (such asdestination, added distance and/or added time) with a keyboard,touch-screen, mouse or other suitable user interface. In step 27 theavailability of a vehicle is checked, and if a vehicle is available step28 follows, if not step 40 will be next.

In the present preferred embodiment, the computer system at the portfacility 14 is programmed to prompt the user to enter the above-notedtravel information, upon the user registering by swiping the card key 21(or other token) past the reader. The computer system may displaydestination options and/or additional time or distance options. Thus,the display may prompt the user to, for example, select or click an iconfor a proposed destination port facility. In addition other icons forselecting a proposed additional number of minutes or miles of expectedtravel beyond the route to the destination port may be displayed. Byselecting the additional icons the user may inform the system that theuser will have an errand trip. An errand trip is a detour from theregular route that would be taken in traveling between points. Forexample a user of a vehicle may travel directly to a destination or theymay take a side excursion for example to pay a bill or to buy anewspaper. Such side excursions are errand trips. The user can selectdifferent icons notifying the system that, for instance an errand tripwill take an additional 45 minutes and add an additional 10 miles beyondwhat would be expected if the direct route to the destination were takenwithout the errand trip. In yet further embodiments, a map is displayedto the user and the user is prompted to identify locations on the mapcorresponding to a destination and/or side trip locations or zones. Itcan be very important to the scheduling and allocation of vehicles toallow for excursions such as errand trips. Efficient allocation ofvehicles is easier if vehicle trips can be predicted with greaterreliability and accuracy. Embodiments of the vehicle sharing system andmethod include implementations which reward users for accuracy, forexample if the user returns the vehicle within 5 minutes of the plannedreturn time the user may get an “accurate return time” discount. Usersmay also get a discount if they give notice of unexpected delays. Forexample if the users were charged a per hour rate a user would becharged for a whole hour if they returned a vehicle 10 minutes late,whereas if they gave notice of their late return, so that the vehiclecould be reallocated during the proper time frame, they might be chargedfor only a portion of an hour. Similar discounts might be given foraccurately predicting the number of miles driven. By accuratelypredicting the distance to be driven the system could more accuratelypredict, at the beginning of a trip, the state of charge (for electricalvehicles) that will be present when a vehicle is returned, thus enablingmore efficient allocation of vehicles and charge facilities.

The information entered by the user at a port facility 14 iscommunicated to the central facility 12. In addition, the centralfacility 12 receives information transmitted from the vehicle subsystem18 in each vehicle 16, relating to the location, parking state, odometerinformation, state of charge SOC of the vehicle, trip time, and variousother trip information and statistics. Based on the information receivedfrom the first port facility 14 and from the vehicle subsystems 18, thecentral facility 12 selects a vehicle from among the fleet to allocateto the user, as shown in step 28 in FIG. 2.

To select a vehicle, a vehicle search group is defined for the firstport facility. The vehicle search group preferably includes vehicles 16located and parked at the first port facility 14 that are not presentlyallocated to other users. The vehicle search group may also includevehicles 16 expected to arrive at the first port facility within apre-defined time period. Vehicles scheduled to leave the port fortransfer to another port or otherwise can be removed from the vehiclesearch group, as can vehicles that have insufficient SOC for theintended use. The pre-defined time period is preferably selected tominimize user-waiting time, yet maximize vehicle usage efficiency, orminimize energy usage or vehicle emissions. A pre-defined time periodof, for example, about ten minutes may be sufficient to improve vehicleusage efficiency, without significantly inconveniencing users.

Vehicles 16 with an insufficient SOC to make the trip to the expecteddestination, including any additional distance and/or time entered bythe user and an additional margin for error or unexpected travel may beexcluded from the vehicle search group. Thus, a determination is made ofthe total charge necessary to safely make the trip, based on theexpected destination, additional distance and/or additional timeinformation entered by the user. The total necessary charge is comparedwith the SOC information received from vehicles present at the portfacility or otherwise within the vehicle search group of the first portfacility. Vehicles that have SOCs below the total necessary charge areexcluded from the selection process. However, vehicles 16 which are inthe process of being charged at the first port facility 14 may beincluded in the vehicle search group, provided that they will besufficiently charged within a pre-defined time period (which may be thesame pre-defined time period as noted above or a second time period) asmay vehicles arriving at the port form completed trips, or from beingtransported to the port.

If a group of more than one vehicle 16 is in the vehicle search group ofthe first port facility and has sufficient SOC to make the requestedtrip, then, according to one embodiment of the present invention, thevehicle with the highest SOC within the group is selected and allocatedto the user. It has been found that selecting the higher SOC vehiclesfirst, typically improves the efficiency of the charging facilities byutilizing the charger in its more efficient linear range between 212 and214 (see FIG. 11).

However, in the event that a user enters a request to make a longdistance trip and, thus, requires a vehicle having a relatively highSOC, it would be advantageous to have a relatively high SOC vehicleavailable for the user, without requiring the user to wait a long periodof time. Accordingly, in further preferred embodiments, the vehiclehaving the highest SOC within the above-defined group is reserved forthe long-distance user and the second highest SOC vehicle is allocatedto other users. Of course, if the group consists of only one vehicle,then that vehicle is allocated to the user, rather than reserving thevehicle for a further prospective long-distance user.

While the above alternative embodiment refers to reserving the highestSOC vehicle within the defined group for a prospective long-distanceuser, other embodiments may reserve the highest and second highest SOCvehicle and so forth. Moreover, different numbers of vehicles may bereserved for long-distance users depending upon the time of the day orthe day of the week, statistical or simulated use patterns, vehiclereservations, or a variety of other factors. In preferred embodiments,statistics of users driving practices and habits at each port facilitycan be collected and analyzed to determine the optimal number ofvehicles which should be reserved for long-distance users for any givenport facility, day and time. In yet further preferred embodiments, thesystem and method switches between a routine of selecting the highestSOC vehicle within the group and a routine of reserving one or more ofthe highest SOC vehicles within the group for long-distance users, basedon expected usage patterns or statistical analysis of actual orsimulated usage patterns.

A port facility can contain a plurality of charging facilities 169 thatare used to recharge the batteries of electrical vehicles. Typicallybattery/charging systems for electrical vehicles have a characteristicas shown in the SOC versus time graph 210 as shown in FIG. 11. Betweenpoints 212 and 214 on the graph, the charging of the battery isessentially linear. Between points 214 and 216, the charging of thebattery approaches 100% charge exponentially and therefore the amount ofcharge obtained per unit time decreases. By allocating vehicles with ahigher state of charge to users, instead of merely allocating vehicleswith a sufficient charge for the users requested use, the vehicleswithin a central facility will tend to be used before the charge point214 on the graph is reached. By charging vehicles in the linear regionbetween 212 and 214, more effective use of the charging facilities ismade than by charging vehicles in the range between 214 and 216. Thismethod of allocating vehicles with the highest charge, however may bemodified, as previously described, in order to provide vehicles for longtrip use (i.e. vehicles charged between 214 and 216 on the state ofcharge graph). In cases where vehicles for long trips are needed thevehicles with the second highest charge could be allocated for use inorder to preserve the most highly charged vehicle for the long tripuser. In cases where a greater demand for long trip vehicles waspresent, the vehicle with the second highest charge might also bereserved. The allocation of vehicles can be modified by statistical orsimulated vehicle use in order to make the most efficient use ofcharging facilities, while at the same time attempting to accommodatethe need for vehicles with high state of charge for long trips.

Once a vehicle is selected based on the above-noted routines, thevehicle is allocated to the user and the particular vehicle isidentified to the user, as shown at step 30 in FIG. 2. The vehicle maybe identified to the user by identifying the location of the vehicle,e.g. a parking space number, or by a number, e.g. license plate,displayed on the vehicle. If the selected vehicle is due to arrive atthe port facility or is due to be sufficiently charged at the portfacility within the above-noted pre-defined time periods, then the useris notified of the expected wait time and is asked if they will wait forthe availability of the vehicle which will arrive at the port. Inpreferred embodiments, the user is provided with an option to accept ordecline, for example, by a displayed a command prompt to accept ordecline the proffered vehicle. If the user declines the vehicle, step32, the system returns to an idle condition to await the next user, step34. If the user accepts the vehicle, step 36, the user may then pick upthe vehicle at the port facility 14, step 38.

Vehicles may arrive at the port in two distinct ways. A vehicle mayarrive at the port if the user completes a trip and returns the vehicleto the port. A vehicle may also be relocated from another location. FIG.12 is an illustration of a transfer of vehicles between ports. Anattendant drives a first vehicle 230. A second vehicle 234 is towedbehind the first vehicle 230, attached to the first vehicle via a towingmechanism 236. Couplings for the attachment of the towing mechanism maybe installed on the front and rear of shared vehicles (e.g. 230, 234) sothat any number of like vehicles may be connected in series for thepurpose of relocating them from one port to another. The couplingsinstalled on the vehicles may also be used to transport other vehicles.FIG. 12 illustrates a motor scooter 240 being transported on the secondvehicle 234. The Scooter 240 is mounted on a lifting mechanism 242 Othervehicles, for example a bicycle, or motorized bicycle may also betransported in a similar manner. If a port attendant tows a secondvehicle with a motor scooter, as shown in FIG. 12 then when theattendant has reached the destination port the attendant may uncouplethe motor scooter and ride it back 238 to the embarkation port, thusrelocating two vehicles in one trip. The motor scooter may also have acarrying bracket for transporting towing mechanisms back to theorigination port along with the attendant. Electronic towing mechanismshave also been demonstrated. Such mechanisms cause vehicles behind alead vehicle to follow the lead vehicle through electronic means. Suchelectronic towing mechanisms however are still in the experimentalstage, and no commercial systems are available.

If no vehicles are within the vehicle search group and have sufficientSOC to meet the user's needs, then the system determines that a vehiclemay need to be relocated from another port facility to the first portfor the user, as shown in step 40. In such an event, information isdisplayed to the user relating to the expected time of arrival of arelocated vehicle or user returned vehicle, step 42, and is providedwith an opportunity to accept or decline to wait for the vehicle. If theuser declines, step 44, then the system returns to an idle condition,step 34, and awaits the next user. If the user accepts the wait time,step 46, then the user waits, step 48 until the vehicle arrives, step50. Upon arrival of the vehicle, the user is prompted to confirm therequest for the vehicle. If the user does not confirm the request withina preset time period, for example, five minutes as shown in step 52,then the system returns to an idle condition, step 34. If, however, theuser timely confirms the request, step 54, then the user may pick up thevehicle, step 38.

Vehicles may be relocated from one port facility to another in a varietyof manners. For example, an attendant may simply drive the vehicle fromone facility to the other. However, the attendant performing therelocation would then be displaced from his original location.Accordingly, two attendants may drive two vehicles to from one port tothe next, leave one vehicle at the destination port and then bothattendants may return to their original port in the other one of the twovehicles. However, that process requires two attendants to transport avehicle between facilities. Accordingly, in a preferred embodiment, someor all of the vehicles within the fleet are provided with towing barconnectors and each port facility is provided with towing bars forconnecting two vehicles together. In this manner, one vehicle may bereadily connected to another and towed to a remote port facility by asingle attendant. The attendant may then disconnect the connectedvehicles, leave one of the vehicles for the user and return to theoriginal port facility with the other one of the two vehicles.Alternatively a secondary vehicle, for example a motor scooter, may besecured to the second vehicle. The motor scooter can, upon delivery ofthe vehicles, be used to transport both the attendant and the towing barequipment thus allowing the two connected vehicles to remain at thedestination port while the attendant and the towing equipment depart.

Controlling Access to Allocated Vehicles:

According to another aspect of the present invention, systems andmethods for sharing vehicles involves controlling access to eachallocated vehicle, so that access is allowed only for the user to whomthe vehicle had been allocated. Security measures are implemented withthe use of card keys (or other suitable machine-readable tokens) andpersonal identification numbers (PINs) issued to each user. Thus,according to this aspect of the invention, a user registers at a portfacility, such as by swiping a card key (or other token) or by enteringidentification information through other suitable user interface means,such as described above with respect to step 22 of FIG. 2, and a vehicleis selected by the central facility. If the vehicle fleet includeselectric powered vehicles, then the selection of the vehicle ispreferably performed in accordance with the above described vehicleselection and allocation aspect of the invention. However, otherembodiments may employ other suitable selection routines.

Once a vehicle is selected, identified and accepted by the user, such asdescribed above with respect to steps 28, 30 and 36, then the user'sidentification information is sent to the vehicle subsystem 18 in theselected vehicle from the central facility 12, as shown in step 56. Inpreferred embodiments, the information is encrypted for security andaddressed to the vehicle subsystem of the selected vehicle. Upon receiptof the user identification information, the vehicle subsystem starts acounter for timing a preset time period, such as five minutes, as shownin step 58, and stores the identification information in memory, asshown in step 60.

Meanwhile, the user walks to the vehicle, such as in step 38. Withreference to the flow chart of FIG. 3, if the user arrives at thevehicle within the preset time period, such as five minutes, the userthen enters identification information, for example, by swiping a cardkey (or other machine-readable token) past a reader mounted on theselected vehicle, step 62 in FIG. 3. In preferred embodiments, the cardkey (or token) is the same card key (or token) used during the userregistration at the port facility. If the identification information(card key or token) is not read by the reader within the preset timeperiod, then the user identification routine is disabled on the vehiclesubsystem, step 64 and the vehicle is designated as being available forfurther users, step 66.

If, on the other hand, the user's identification information (card keyor token) is read within the preset time period, step 68, then thevehicle subsystem compares the stored identification informationreceived from the central facility with the identification informationentered by the user (read by the card or token reader), as shown in step70. If the identification information does not match, then the user isdenied access to the vehicle, step 72.

If the identification information received from the central facilitymatches the identification information (card key or token) entered bythe user, then the user is allowed access to the vehicle, as shown instep 74 and a counter starts timing a preset time period, such as fiveminutes, as shown in step 76. In preferred embodiments, the vehiclesubsystem employs an electronic door lock that is controlled toselectively unlock the vehicle, step 78, to allow access to the vehicleinterior. In addition, counters within the vehicle subsystem are set andstarted for counting the number attempts of entering a personalidentification number PIN, step 80, and for timing a preset time periodby which a correct PIN must be entered, such as 200 seconds, step 82.

After gaining access to the vehicle, the user enters the vehicle andcloses the vehicle door, step 84. The user is provided with anopportunity to enter a PIN in a user interface and display devicemounted, for example, in the center console, dashboard or overheadconsole of the vehicle. If the user does not enter the correct PINwithin a preset number of attempts, for example, five attempts, as shownin step 86, or within a preset time period, such as 200 seconds as shownin step 88, then the user's request for a vehicle is canceled, step 90and an error message is displayed on the user interface and displaydevice, step 92. Thereafter, when the user leaves the vehicle, step 94,and closes the doors, the doors are automatically locked, step 96, andthe vehicle subsystem returns to an idle state, step 98. The vehicle isthen made available for further users, as shown by the connection tostep 66. If, on the other hand, the user enters the correct PIN withinthe preset number of attempts and the preset time period, step 100, thenthe vehicle subsystem enables the vehicle and the user may operate thevehicle, step 102.

In one preferred embodiment both the user's identification data and PINare read from a user's identification card and communicated to thevehicle to be allocated to the particular user. As soon as the user'sidentification data and PIN are communicated to the vehicle to beallocated to the particular user, an authorized user may drive thevehicle on a trip without any further communication between the vehicleand the central facility. Upon use of the proper identification card andentry of a correct pin within the vehicle, the vehicle is ready todrive. The identification card reader 242 may be located on a window asshown FIG. 13. The PIN entry is accomplished by means of an input anddisplay device, which may be mounted in a center console within thevehicle as shown in FIG. 13. In another preferred embodiment, thedetermination of whether the entered PIN is correct or not is made atthe central facility, for additional security. In this case the validpin is not sent to the vehicle, instead the user in the vehicle enters aPIN which is then sent to the central facility for validitydetermination. If the PIN is valid then the central facility sends anotification of valid PIN to the vehicle. In particular, the centralfacility 12 preferably includes or operates with a database, table,algorithm, number encoded on the user's identification card, or the likewhich associates each user's identification information (card key ortoken) with the user's personal identification number PIN. Accordingly,upon receiving the requesting user's identification information, thecentral facility 12 obtains that user's PIN, for example, by comparingthe identification information with corresponding data base entries andreading PIN information associated in a database with the identificationinformation. Furthermore, when the user enters a PIN in the userinterface and display device in the vehicle, steps 86 or 100, thevehicle subsystem transmits the entered PIN to the central facility. Thecentral facility then compares the PIN received from the vehiclesubsystem with the PIN retrieved from the database, table, algorithm,user's identification card, or the like. If a sufficient match exists,then the user is considered to have entered a correct PIN. The centralfacility may then send an enabling command to the vehicle, acknowledgingthat a correct PIN has been entered at the vehicle and the vehicle maybe driven. The correct pin can be maintained in the vehicle subsystem 18for later identification of the user and enabling of the vehicle, evenif the vehicle were not in communication with the central facility.

Accordingly, preferred embodiments provide multiple levels of security.A first level of security is provided by the fact that a valid ID cardis required even to enter the port facility. A second level of securityis provided by the requirement that a user must proffer the properidentification at the kiosk 14 to be assigned a vehicle. A third levelof security is provided at the vehicle where the user must enter valididentification information (for example, by swiping a card key or token)to gain access to the vehicle. A fourth level of security is provided bythe requirement that, once the user gains access, the user must input aPIN that corresponds to the same user associated with the identificationinformation. Moreover, each of these entries must be made within apreset period of time. These multiple levels of security reduce the riskof unauthorized entry and unauthorized use or theft of the vehicles.Thus, users are provided with a more secure environment within thevehicles and the vehicle owners and system administrators are providedwith a reduced risk of vehicle theft or misuse.

Vehicle Trip and Condition Monitoring:

In accordance with further aspects of the present invention, after theuser engages the engine as discussed above with respect to step 102, theuser may shift into drive, step 104 of FIG. 4, to begin the user'srequested trip. During the course of the trip, the vehicle subsystemmonitors various parameters associated with the vehicle, for example,the location of the vehicle, the state of charge SOC of the vehicle (inelectrical vehicles) and other operational parameters such as odometerreading, speed, and actual usage or drive time, as shown in step 106.Information, including location information, SOC and other operationalinformation, such as whether the vehicle is moving and if so at whatspeed, whether the vehicle is charging, the odometer reading, the stateof charge of the battery system, is preferably transmitted from thevehicle subsystem 18 to the central facility 12 at periodic ornon-periodic intervals. In this manner, the central facility may readilytrack each vehicle in the fleet and render selection and allocationdeterminations based on vehicle location and SOC information for eachvehicle, as described above. In addition, the central facility maymonitor the SOC of fleet vehicles for purposes of warning users and portfacility attendants to re-charge a vehicle.

The user interface and display device within the selected vehicledisplays various information to the user, for example, usage time, orwarnings relating to the SOC or other vehicle parameters, notices ortravel information sent from the central facility, as shown in step 108.For example, the central facility may send a warning to a vehicle, toinform the user that the SOC of the vehicle is low or has experienced anunusual fluctuation. The user may be informed to return the vehicle tothe nearest port or kiosk or to simply connect the vehicle to a charger,upon the user's scheduled return.

The user interface and display device within the selected vehicle mayalso be used to transmit messages to the central facility. A group ofpreset messages such as “flat tire”, “vehicle inoperative” or “sendhelp” may be transmitted from a user interface and display consolewithin the vehicle by the user selecting which message to transmit tothe central facility.

In further preferred embodiments, the vehicle subsystem may include oroperate with a locator such as global positioning system (GPS), deadreckoning system, radio beacon triangulation system, or a variety ofother techniques for providing tracking and route information. The userinterface and display device may be used to display map and routeinformation, in accordance with well known tracking and routing systems.

Vehicle Parking and Return:

At some point in the duration of the user's trip, the user will stop thevehicle and place the vehicle in a parking gear as shown in steps 110and 112. In preferred embodiments, the vehicle subsystem 18 includes asensor system for sensing such an event. Upon sensing that thetransmission is set in a parking state and/or the ignition or power isturned off, the vehicle subsystem 18 transmits a parking state signal tothe central facility. Once the vehicle is placed in a parking state, thevehicle is turned off and disabled, as shown in step 114, until the userre-enters the correct user identification and correct PIN. If thevehicle is at a port facility however and the vehicle is placed in aparking state, the vehicles is turned off and disabled, the user must gothrough the vehicle allocation process again if they desire to use avehicle further. At the port the vehicle is returned to the pool ofavailable vehicles when it is placed in the park state.

In further preferred embodiments, the vehicle subsystem 18 includes oroperates with sensors for sensing the user exiting the vehicle, step116, such as sensors for sensing the driver-side door opening and/orclosing after the vehicle is set in a parking gear. Further embodimentsmay employ other suitable sensors for sensing a parking condition,including, but not limited to a pressure sensor for sensing presence ofweight on the driver's seat, a sensor for sensing the setting of theparking brake, or the lack of motion for a predefined period of time, orcombinations thereof. In yet further embodiments, the user may simplyenter a notice indicating that the vehicle is parked in the userinterface and display device in the vehicle.

Information relating to the parked state of the vehicle is transmittedfrom the vehicle subsystem to the central facility. However, furtherinformation is needed to determine whether the vehicle is parked andbeing returned to a port facility or is merely temporarily parking whilethe user is conducting an errand. Accordingly, in preferred embodiments,if the vehicle is in a parked state, then the vehicle's location isdetermined, as shown in step 118. As discussed above, any suitablevehicle tracking system may be employed to track and determine vehiclelocations, including, but not limited to, GPS systems, a Teletrac system(Teletrac is a trademark of Teletrac, Carlsbad Calif.), or the like.

If the vehicle is determined to be within a port facility when placed ina parked condition, then the vehicle subsystem is controlled to lock thevehicle doors within a preset time period, for example, 30 seconds,after the last vehicle door is closed, step 120. The vehicle subsystemthen returns to the idle condition, step 122, and awaits allocation to afurther user.

If the vehicle is determined to be outside of a port facility whenplaced in a parked condition, then the vehicle subsystem is controlledto lock the vehicle doors and disable the vehicle within a preset timeperiod, for example, 30 seconds, step 124. The vehicle subsystem alsomay be controlled to lock the vehicle doors after a door has been openedor after the ignition has been turned off. However, instead of returningto idle condition, the vehicle subsystem remains programmed to allowaccess and the enabling of the vehicle to the user with the same useridentification and PIN, as shown in step 126. In this regard, when theuser returns to the vehicle, the user may input the same identificationdata (for example, by swiping the same card or token) thereby enteringthe same PIN that was previously entered by the user or sent to thevehicle via the central system, as shown in step 128. Thereafter, theprocess of comparing identification information and processing PINinformation is carried out similar to that described above with respectto FIG. 3, beginning at step 70.

Thus, in accordance with a further aspect of the present invention, theparking state of each vehicle 16 is sensed and a determination is madeas to whether the vehicle has been returned or is merely temporarilyparked during a user's trip. The identification information and PIN datarequired to access the vehicle remain the same, unless it is determinedthat the vehicle has been returned and parked at a port facility.Accordingly, a vehicle may be automatically reallocated to another userupon the determination that the vehicle has been parked and returned tothat facility.

Safety and User Errors:

According to further aspects of the present invention, safety measuresare implemented to address situations in which a legitimate userinadvertently enters the wrong PIN more than the allowed number ofattempts, fails to enter the information within the preset time period,loses a card key or locks the card key inside of the vehicle. In theevent that a legitimate user is inadvertently denied access to orenablement of a vehicle, then the user may contact the central facilityby suitable means, including, but not limited to, telephone, portableInternet connection, or other communication device. Upon verification ofthe user's identity, the central facility transmits a command to theuser's vehicle to instruct the vehicle subsystem to unlock and enablethe vehicle for the user. If the user is at a remote location from thevehicle, for instance at a public telephone, the enablement command mayhave a delayed enabling effect in order to allow the user to return tothe vehicle before it is enabled.

User identity may be verified, for example, by requesting that the userprovide certain personalized information for comparison with suchinformation obtained from the user when the user originally subscribedto the system. In addition, the location of the vehicle may bedetermined, as noted above, and may be compared with the expectedvehicle location, based on the travel information entered by the userupon requesting the vehicle.

In addition the vehicle possesses a “fail safe” operations mode. Once avehicle is checked out by a user it will continue to operate for thebalance of the user's trip, even if the communications unit whichmaintains communication with the central facility should fail, or shouldthe central facility cease function for any reason. Thus there is nocondition where loss of communications between the central facility andthe vehicle will cause the vehicle to become disabled.

The vehicle may also be disabled in some circumstances, such as when thevehicle is reported as stolen, or when proper authorities seek toimmobilize the vehicle. The vehicle may also be enabled in an emergency,for instance if the vehicle is in danger of being damaged if it is notmoved. such as a spreading fire in a nearby facility.

Vehicle Relocation:

As discussed above, in preferred embodiments, vehicles may be relocatedfrom one port facility to another, to meet user demands or to relieve afacility of an oversupply of vehicles. Also as discussed above, in apreferred embodiment, some or all of the vehicles within the fleet areprovided with towing bar connectors and each port facility is providedwith towing bars for connecting two or more vehicles together. In thismanner, one vehicle may be readily connected to another and towed to aremote port facility by a single attendant. The attendant may thendisconnect the connected vehicles, leave one of the vehicles for theuser and return to the original port facility with the other one of thetwo vehicles, or on a vehicle, for example a motor scooter, mounted onone of the vehicles.

The ability to connect vehicles, relocate the connected vehicles anddisconnect the vehicles at the relocation in a time efficient mannerrequires a tow bar and connection system that can be operated quicklyand easily. Accordingly in preferred embodiments some or all of thefleet vehicles are provided with tow bar connectors and each portfacility is provided with at least one tow bar designed for quick andeasy connection to the vehicles. The relocation aspect becomes morecomplex, however, when the fleet of vehicles includes a variety ofdifferent types of vehicles, such as four-wheel vehicles, two-wheelvehicles, and/or three-wheel vehicles. In such embodiments, it ispreferred that a tow or carrier mechanism be provided to allow varioustypes of vehicles to be towed or carried by other fleet vehicles fromone port facility to another.

Thus, for example, FIG. 5 shows an example of a carrier bracket 130 forconnection to a standard tow bar receptacle on the rear of a vehicle,and which is configured to carry a further vehicle, such as atwo-wheeled or three-wheeled vehicle. More particularly, the bracket 130includes a first “L”-shaped member 132 and a second, smaller “L”-shapedmember 134 coupled in a sliding relationship with the first member 132.Each “L” shaped member 132 and 134 includes a vertical leg and ahorizontal leg. The vertical leg of the member 134 is coupled, bybrackets 136 to the vertical leg of member 132 and is slidable in thedirection of arrow 138, along the vertical dimension. The vertical legof member 134 is connected to a flexible band 140. The opposite end ofthe strap 140 is wound around a spool or reel 142.

In operation, the horizontal leg 144 of member 132 is shaped to fitwithin and connect to the standard tow bar receptacle on the back of atleast some of the fleet vehicles. The horizontal leg 146 of member 134includes a key or pin receptacle aperture 148 and is configured tocouple to an inverted “U”-shaped bracket mounted to the underside of thevehicle 16′ to be carried. For example, FIG. 5 shows an inverted“U”-shaped bracket 150 mounted to the underside of a motorizedtwo-wheeled vehicle. The bracket 150 defines a “U”-shaped opening forreceiving the horizontal leg 146 of the member 134. Apertures 152 in thebracket 150 are positioned to align with aperture 148, upon the bracket150 receiving the horizontal leg 146 of member 134. With the aperturesaligned, the pin 154 may be inserted through the bracket 150 and leg148, to secure the vehicle 16′ to the carrier bracket 130. Accordinglythe vehicle 16′ may be carried by a vehicle 16, by simply connecting theleg 144 to the standard tow-bar receptacle of a vehicle 16, then placingthe vehicle 16′ on the horizontal leg 146 and inserting the pin 154through the apertures 148 and 152. Finally, the vehicle 16′ may then belifted by rotating the spool or reel 142 to take up some of the flexibleband 140 and, thereby, draw the bracket 134 in the vertically upwarddirection. The raising and lowering mechanism just described may bereplaced by a variety of lifting mechanisms known in the art. Forexample the lifting mechanism provided may be a hydraulic, pneumatic,rack and pinion, scissors and screw, or other mechanisms known in theart.

After relocating the vehicles 16 and 16′, the vehicle 16′ may bedetached from the bracket 130 by removing pin 54 and lifting the vehicle16′ off of the horizontal leg 146. If needed, the member 134 may belowered by unwinding the spool or reel 142 to assist in removing thevehicle 16′. The lifting mechanism can enable someone to transport avehicle that would otherwise be too heavy for an individual to lift ontoa vehicle carrier without the lifting facility.

In preferred embodiments, many of the functions of the port facilitycomputer system, the central facility and the vehicle subsystemdescribed above with respect to the flow charts of FIGS. 2–4 can beimplemented by programmable computers and processors. Embodiments ofprogrammable computer or processor based facilities and vehiclesubsystems are described below with reference to FIGS. 6–10 asrepresentative examples. However, it will be understood that the systemand methods according to the present invention may be implemented invarious combinations of hardware and software configurations and are notlimited to specific example configurations described herein.

Port Facility:

In preferred embodiments, the system 10 in FIG. 1 includes a pluralityof port facility 14 located in geographically remote locations relativeto each other, for example, at locations convenient for a large numberof potential users, such as near train or bus stations, campuses, officeparks, shopping areas or the like. Two examples of vehicle distributionport facility 14 are shown in FIGS. 6 and 8, respectively. In theexample embodiments of FIGS. 6 and 8, the vehicle distribution port 10facility includes parking spaces 156 for parking a plurality of vehicles16. In addition, the distribution port 10 includes a computer subsystem158 typically located at a kiosk 14 to facilitate user interaction. FIG.7 shows a generalized block diagram representation of the computersubsystem 158, which includes a computer 160, a display and userinterface device 162, and a communications interface 164 forcommunication with the central facility 12. The communications interface164 may be, for example, a satellite, radio frequency RF or otherwireless link, in which case, the interface 164 would include atransmitter/receiver. In a preferred embodiment of the invention, theinterface 164 between the central office facility and the subsystem 158may comprise a hard wired connection, such as through computers linkedto the Internet. Such a preferred embodiment is illustrated in FIG. 14.In FIG. 14 the user's interface to the system is a kiosk containing acomputer, display screen, and one or more input devices such as a cardreader and a keyboard and touch screen. A kiosk computer 250 serves as aweb client connected to the Internet. The system control computer 254serves several functions, for example as the registration web-server 256process computer, it also provides a monitoring and control process 264for the system. The registration web-server 256 serves the kiosk 250computer web clients. The registration web-server 256 also allows accessto the registration web-server 256 by other computers connected to theInternet. Having a web connection not only simplifies the connection ofthe kiosk 250 computer(s) to the system by allowing the kiosk webclients 250 to be located anywhere there is a ready connection to theInternet, it allows access to the vehicle sharing system from otherInternet connected computers. This is valuable for users of the systembecause they may access the system remotely, for example to makereservations for shared vehicles, to determine if vehicles are availableat a port, to determine how long a wait there is for a vehicle, to applyfor membership in the vehicle sharing system or for other reasons.

The registration web-server 256 also interfaces with a database 258. Thedatabase 258 contains user data 266, in which is kept a record of userinformation and statistics, such as the time and date that the user usedthe system, the user ID, the destination of the past trip, vehicleinformation, port information, as well as the time and distanceestimates entered by the user for the past trips. These statistics canbe used to predict vehicle usage, for example if a user makes areservation for a shared vehicle. The database 258 may contain a userrequest database 268, in which user requests for vehicles and allocationinformation of the vehicle may be kept, as well as a wait request data262. The wait request data 262 may contain information about vehiclerequests that cannot be immediately filled, for lack of a vehicle or inthe case that the vehicle is, for instance an electrical vehicle, lackof a vehicle with sufficient battery charge. The wait request data 262may contain such information as the time and date that the user used thesystem, the user ID, the destination of the past trip requested as wellas the time and distance estimates entered by the user for the triprequested. In one embodiment the wait request data may be on a separatecomputer and may be accessed by a user having the proper databasepermissions 260. Safeguarding the wait request database 262 is importantbecause the monitoring and control process 264 within the system controlcomputer 254 uses the wait request data 262 to allocate vehicles tousers who are waiting for vehicles.

FIG. 15 is a flow diagram of the process when a user seeks a sharedvehicle. As the user approaches the kiosk the system is idling, block270. The user then swipes their identification card at the kiosk cardreader as in block 272. The card read by the kiosk card reader is thesame card as used at the vehicle to gain entry, and is also the samecard used to gain access to the kiosk area. The kiosk computer thenaccesses the registration web server in block 274. When communicationhas been established between the registration web server 256 and thekiosk web client 250 computer, block 276 is executed. In block 276 useridentification information, which has been obtained from theidentification card, along with a kiosk ID identifying the transmittingkiosk, is sent to the registration web server. Next in block 278 theregistration web server 256 compares the user ID received from the kioskweb client 250 computer to the active user list to see if the user is anauthorized user. If the user ID is invalid, block 282, the user is told,in block 284, that their user ID is not valid and the system returns tothe idle state in block 270. If the User ID is valid, block 280, thenthe registration web server 256 collects the user request information inblock 284. The user request information consists of information such asvehicle destination, estimated time of the trip, and estimated distanceof the trip. When the user information has been collected theregistration web server 256 queries the shared system database, in block286, in order to satisfy the request. In block 288 the registration webserver 250 selects an available vehicle from the database 258 to satisfythe user request. In block 290 the user is asked if they accept ordecline the offered vehicle. If the user declines the vehicle, block294, the registration web server 256 disconnects as seen in block 296.If the user accepts the vehicle, in block 292, the registration webserver 256 stores the trip request data in the shared vehicle databasein block 298. Finally in block 300 a computer control process polls thevehicle request database and processes the request.

The computer subsystem 158 is preferably disposed in a well lit andhighly visible location and, more preferably, is also housed within abuilding or enclosed structure 166 (as shown in FIG. 2), to which accessis controlled for user security. Access may be controlled by anattendant stationed at the port facility 14 or by a standard lock andkey system, wherein a key to the door 168 is issued to each user.However, in preferred embodiments, the door lock is controlled by a cardkey entry system and each user is issued a card key comprising a card onwhich magnetic, optical or other machine-readable data is recorded. Insuch systems, the enclosed structure 166 is provided with an electronicdoor lock 170 (FIG. 7) and a card reader 172 disposed in a useraccessible location outside of the structure 166, for example, adjacentthe door 168.

To gain entry to the structure 166, a user must swipe or insert theuser's card key past or in the card reader 172, to allow data from thecard to be read and communicated to the computer 160. The computer 160is programmed to process the user ID and, provided user ID is in thedatabase of currently valid users, controls the electronic door lock 170to unlock the door 168 and allow the user to enter the structure 166.For example, the data may comprise a user identification code or anexpiration date code and the computer 160 may be programmed to compareuser identification code with a database of valid user identificationcodes or compare the expiration date code with the current date. Thus,the computer 160 may be programmed to unlock the door 172, only if theuser identification code is valid or an expiration date has not passed.

Once the user has entered the structure 166, the user will have accessto the port facility display and user interface device 162. The displayand user interface device 162 may comprise any suitable displayincluding, but not limited to, a cathode ray tube CRT display, liquidcrystal display LCD or the like, and any suitable user interface,including, but not limited to, a touch-screen integrated with thedisplay, a keyboard, a mouse, a joy stick or the like. For userconvenience, a CRT display with a touch-screen user interface ispreferred.

The display and user interface 162 is provided to display instructions,prompts and information to the user and to allow the user to enterinformation, such as travel information and/or identificationinformation, from the users ID card, for processing by the computer 160or communication to the central facility 12. For added security, asecond card reader (also represented by box 172 in FIG. 7) may bedisposed within the structure 166, adjacent the display and userinterface 162, for the user to enter card key data to initiate orcontinue interaction with the display and user interface 162. Asdescribed above, travel information and/or identification informationentered by a user at a port facility 14 is communicated to the centralfacility 12 and is used by the central facility to select a vehicle forthe user to pick up at the port facility 14.

In the FIG. 8 example, the vehicle parking spaces 156 are located withinan enclosed structure, such as a building 174 having a gate or passage176 through which vehicles may enter and exit, for added vehiclesecurity. In addition, the FIG. 8 example includes tracks 178 forautomated movement of vehicles between parking spaces 156 and the gateor passage 176. Thus, for example, a vehicle selected for a user 20 atthe port facility may be automatically moved from a parking space 156and delivered to the gate 176 for pick up by the user. Similarly, uponcompletion of a trip or upon delivery of a vehicle to the gate 176 ofthe port facility, the vehicle may be automatically moved from the gateto a parking space 156.

In preferred embodiments, the vehicle fleet includes or is composedentirely of electric powered vehicles. Accordingly, each of the vehicledistribution port facility examples shown in FIGS. 6 and 8 includesvehicle charging devices located adjacent at least some of the parkingspaces. In the FIG. 8 example, the charging units may include automatedconnectors, for automatically connecting and disconnecting from vehiclesin the parking spaces 156.

Central Facility:

A generalized block diagram representation of an example centralfacility 12 is shown in FIG. 9. The central facility 12 in FIG. 9includes a computer 180 with an Internet connection 13, programmed forprocessing user travel and/or identification information received fromvehicle distribution port facility and selecting vehicles for users,based on the received information. The central facility 12 also includesa transmitter/receiver unit 182 for communication with the vehiclesubsystems 18, for example using a satellite communication link, an RFlink or other suitable wireless link. As described above, the centralfacility 12 is also coupled for communication with the computersubsystems 158 at the vehicle distribution port facility. Thatcommunication link may also be made through the transmitter/receiverunit 182 or, alternatively, through a separate communications link suchas a hard wired link.

As discussed above, the computer 180 is preferably programmed to conductvehicle tracking routines, for example, in accordance with standardvehicle tracking and communication software, including, but not limitedto a Teletrac system (Teletrac is a trademark of Teletrac, CarlsbadCalif.). Accordingly, the central office facility 12 also includesdisplay devices 184, for providing a system administrator with visualinformation regarding the location and also regarding various monitoredoperational conditions of vehicles in the fleet, and an input device186, such as a keyboard, mouse, or the like, for allowing the systemadministrator to input instructions and data. Preferably, the centraloffice facility is located in a secure environment, such as a secureoffice building, where data relating to user identification codes andother sensitive or private information may be maintained in a securemanner.

Vehicle Subsystem:

As described above, each vehicle 16 in the fleet is provided with avehicle subsystem 18 for communicating with the central office facility12 and for performing a variety of other functions, depending upon theembodiment of the invention. A generalized block diagram representationof a vehicle subsystem 18 is shown in FIG. 10. Each vehicle subsystem 18includes a programmable processor or computer 188 for processinginformation and controlling the operation of other components of thesubsystem 18. The vehicle subsystem 18 also includes atransmitter/receiver unit 190 for wireless communication with thecentral facility, as discussed above. The vehicle subsystem alsoincludes a display and user interface unit 192.

In embodiments in which the vehicles within the fleet are enclosedvehicles, such as those shown in FIGS. 1, 6 and 8, then the display anduser interface unit 192 is disposed within the enclosed interior of thevehicle, in a convenient location for access by a vehicle user, such ason the center console, dashboard or overhead console.

The vehicle subsystem for enclosed vehicles also includes a card reader196 mounted for access by a user from outside of the vehicle. Thus, forexample, FIG. 6 shows a card reader 196 mounted to the inside of thepassenger window, behind the driver's side door. To gain access to thevehicle selected for a user, the user must swipe the card key past thecard reader, to allow the data recorded on the card to be read. The dataread by the card reader 196 is provided to the processor 188 forcomparison with data received from the central facility, throughtransmitter/receiver unit 190. The processor 188 is programmed tocontrol an electronic door lock 198 to unlock one or more vehicle doorsand allow access to the vehicle interior, upon a sufficient matchbetween the compared data.

Once the vehicle door is unlocked, the user may enter the vehicle andgain access to display and user interface 192. The processor 188 isprogrammed to operate with the display and user interface 192 to displayinstructions to the user and to receive data input by the user,including a personal identification number PIN. The processor 188 isfurther programmed to enable or disable the operation of the vehicle byproviding an enable or disable signal 200 to an operation-criticalelement, based on the validity of the PIN entered by the user. Theenable or disable signal may be used to control a suitable device forenabling or disabling any operation-critical element of the vehicle,including, but not limited to, the vehicle ignition system or fuel line(for internal combustion powered vehicles), the battery power source, orthe like. Devices which respond to enable or disable signals forenabling or disabling ignition systems, fuel lines, battery powersources or the like are well known in the vehicle security field. In thecase of an electric vehicle, for example, a disable signal would beactivated by the vehicle being in a charging state. This would preventthe vehicle from being driven while it was connected to the chargingfacilities, thus eliminating damage that could be caused if the vehiclewere accidentally driven while still connected to the chargingfacilities.

In further embodiments of the invention, the vehicle subsystem includesone or more parking state sensors 202, for sensing the parking state ofthe vehicle. As discussed above, the parking state of a vehicle may besensed in various manners, including, but not limited to, sensing thesetting of the transmission in the parking gear, the setting the parkingbrake, the lack of movement for a predetermined period of time, theopening and/or closing of a vehicle door or combinations of thoseevents. In a preferred embodiment, a parking state is sensed by thecombination of the vehicle being placed in a parking gear and thedriver-side door being opened and vehicle speed being equal to zero. Insuch preferred embodiment, the parking state sensors 202 would,therefore, include a parking gear sensor for sensing the setting of theparking gear and a door sensor for sensing the opening and closing ofthe vehicle door. Other embodiments may contain various other methodsfor deciding that a user trip is over. For example the location of thevehicle at the port may be taken into account in order to determine thatvehicle is in the parking state and the current trip has ended. Thereare several ways of determining that the vehicle is located at a port.The vehicle location system may place the vehicle at the port, thevehicle identity may be read at the entry gate to the port for instanceby tripping a switch that may cause the vehicle identity to be read. Thereading of a vehicle identity may also occur by sensors located at thevehicle parking spaces, or at the entrance to the parking lot. Inaddition placing a vehicle in park in a parking space and opening thedoor may signal the end of the trip, or a user may directly enter thatthe trip is over on the vehicle console. There is a great variety offlexibility in methods of deciding that a vehicle is in the parkingstate and the exact method chosen will depend on the implementation.

In yet further embodiments of the invention in which vehicles in thefleet include electric powered vehicles, the vehicle subsystem for eachelectric powered vehicle includes a state of charge SOC monitor 204 formonitoring the available charge remaining in the vehicle. Datarepresenting the SOC is provided to the processor 188, for transmissionto the central station 12 by the transmitter/receiver 190 for usevehicle allocation and monitoring functions described above. Datarepresenting other parameters 207, such as vehicle speed, door open,vehicle charging, and so forth are also provided to the processor 188,for transmission to the central station 12 by the transmitter/receiver190.

In yet further embodiments, the vehicle subsystem includes a vehiclelocation or tracking system. Such systems are known in the art. Vehiclelocation may be tracked through a variety of methods, the vehicle itselfcan employ triangulation using radio beacons or dead reckoning, thevehicle may also be tracked by receiving a signal from the vehicle andtriangulating on that signal. In one further embodiment a GPS device 206provides location information to the processor 188, for transmission tothe central station 12 and/or for providing on-board tracking and routeplanning data. The choice of tracking system, however is a matter ofimplementation convenience.

The foregoing description of the preferred embodiment of the inventionhas been presented for the purposes of illustration and description. Itis not intended to be exhaustive or to limit the invention to theprecise form disclosed. Many modifications and variations are possiblein light of the above teaching. For example, while many of the dataprocessing and decision making functions are described above as beingperformed by the central facility, other embodiments may include portfacility computer substystems that are programmed to perform some ofsuch functions. In yet further embodiments, the vehicle susbsystem maybe programmed to perform some of such functions. Therefore, it isintended that the scope of the invention be limited not by this detaileddescription, but rather by the claims appended hereto.

1. A method for determining an order of allocating electric vehicles foruse depending on different charge levels of the vehicles, the methodcomprising: one or more computers receiving from a user an expecteddistance of a specific, planned trip; the computers selecting a group ofvehicles having charge levels which are adequate for covering saidexpected distance of the specific, planned tip; the computersdetermining whether a vehicle having a second highest level of charge isin the selected group; and if a determination is made that a vehiclehaving a second highest level of charge is in the selected group, thecomputers allocating the vehicle having a second highest level of chargein the selected group.
 2. A method for allocating one or more vehiclesfrom a fleet of electric powered vehicles to one or more users, whereineach vehicle has a state of charge (SOC) at any given time, the methodcomprising: one or more computers receiving a travel request from auser, wherein the travel request includes information concerning aspecific, planned trip and the information is usable to determine theSOC necessary for that trip; the computers selecting a group of one ormore vehicles from the fleet, where each selected vehicle has a SOCsufficient to meet the travel request from the user; the computersdetermining whether a vehicle having a second highest SOC is in theselected group; and if it is determined that a vehicle having a secondhighest SOC is in the selected group, then the computers allocating thevehicle having the second highest SOC in the group for the user.
 3. Amethod as recited in claim 2, wherein said step of receiving a travelrequest comprises receiving information associated with an expecteddistance of travel and wherein said step of selecting a group comprisesselecting one or more vehicles, each with a sufficient SOC to travel theexpected distance.
 4. A method as recited in claim 2, wherein said stepof receiving a travel request comprises receiving information associatedwith an expected time period of use and wherein said step of selecting agroup comprises selecting one or more vehicles, each with a sufficientSOC to travel for the expected time period.
 5. A method as recited inclaim 2, wherein said step of receiving a travel request comprisesreceiving information associated with an expected destination port andan expected distance of travel beyond a direct route to the destinationport and wherein said step of selecting a group comprises selecting oneor more vehicles, each with a sufficient SOC to travel the combineddistance of the direct route to the destination port and expecteddistance of travel beyond the direct route.
 6. A method as recited inclaim 2, further comprising the step of identifying the allocatedvehicle to the user.
 7. A method as recited in claim 6, wherein saidstep of identifying the allocated vehicle to the user comprisesdisplaying identification information to the user on a display device.8. A method as recited in claim 2, wherein said step of receiving atravel request comprises: displaying a map to the user; and receivinguser-selected map locations corresponding to locations on the displayedmap through a user-interface associated with the displayed map.
 9. Amethod for allocating one or more vehicles from a fleet of electricpowered vehicles to one or more users, wherein each vehicle has a stateof charge (SOC) at any given time, the method comprising: providing auser-interface terminal at one or more ports; receiving travel requestinformation from a user at a user-interface terminal and communicatingthe travel request information to a computer, wherein the travel requestincludes information concerning a specific, planned trip and theinformation is usable to determine the SOC necessary for that trip;operating the computer to select a group of one or more vehicles fromthe fleet, where each selected vehicle has an SOC sufficient to meet thetravel request information from the user; the computer determiningwhether a vehicle having a second highest SOC is in the selected group;and if it is determined that a vehicle having a second highest SOC is inthe selected group, then operating the computer to allocate the vehiclehaving the second highest SOC in the group for the user.
 10. A method asrecited in claim 9, wherein said step of receiving travel requestinformation comprises receiving information associated with an expecteddistance of travel and wherein said step of operating the computer toselect a group comprises selecting one or more vehicles, each with asufficient SOC to travel the expected distance.
 11. A method as recitedin claim 9, wherein said step of receiving travel request informationcomprises receiving information associated with an expected time periodof use and wherein said step of controlling the computer to select agroup comprises selecting one or more vehicles, each with a sufficientSOC to travel for the expected time period.
 12. A method as recited inclaim 9, wherein said step of receiving travel request informationcomprises receiving information associated with an expected destinationport and an expected distance of travel beyond a direct route to thedestination port and wherein said step of operating the computer toselect a group comprises selecting one or more vehicles, each with asufficient SOC to travel the combined distance of the direct route tothe destination port and expected distance of travel beyond the directroute.
 13. A method as recited in claim 9, further comprising the stepof displaying vehicle identification information on a display device atthe port facility from which travel information is received, identifyingthe vehicle allocated to the user.
 14. A method as recited in claim 9,wherein: said step of providing a user-interface terminal at one or moreports comprises providing a user-interface at a plurality of portsdisposed at geographically remote locations relative to each other; eachport has a vehicle search group (VSG) in which more than one and lessthan all of the vehicles from the fleet may be located at any giventime; and said step of operating, the computer to select a group of oneor more vehicles from the fleet comprises selecting a group from the VSGof the port from which travel information is received.
 15. A method asrecited in claim 14, wherein the VSG of any given port includes vehiclesparked at a parking facility at the port.
 16. A method as recited inclaim 15, wherein the VSG of any given port further includes vehiclesdue to arrive at the port within a preset time period.
 17. A method asrecited in claim 16, wherein the VSG of any given port further includesvehicles due to become sufficiently charged at the port within a presettime period.
 18. A method as recited in claim 15, wherein the VSG of anygiven port further includes vehicles due to become sufficiently chargedat the port within a preset time period.
 19. A vehicle allocation systemfor allocating one or more vehicles from a fleet of electric poweredvehicles to one or more users, wherein each vehicle has a state ofcharge (SOC) at any given time, the vehicle allocation systemcomprising: one or more ports at geographically remote locationsrelative to each other, each port having a user-interface terminal forreceiving a travel request from a user, wherein the travel requestincludes information concerning a specific, planned trip and theinformation is usable to determine the SOC necessary for that trip; acomputer system coupled in communication with at least oneuser-interface terminal and programmed to respond to a travel requestreceived from a user, for selecting a group of one or more vehicles fromthe fleet, where each selected vehicle has a SOC sufficient to meet thetravel request from the user, said computer system being furtherprogrammed to determine whether a vehicle having a second highest SOC isin the selected group, and, if so, allocate the vehicle having thesecond highest SOC in the group for the user.
 20. A system as recited inclaim 19, wherein said computer system comprises a central stationcomputer system coupled in communication with a plurality ofuser-interface terminals at a plurality of said ports.
 21. A system asrecited in claim 20, wherein: each port has a vehicle search group (VSG)in which more than one and less than all of the vehicle from the fleetmay be located at any given time; and said computer is programmed toselect a group of one or more vehicles by selecting a group from the VSGof the port from which travel information is received.
 22. A system asrecited in claim 21, wherein each port includes a vehicle parkingfacility at which one or more vehicles may be parked at any given timeand the VSG of a given port includes vehicles parked at a parkingfacility at the port.
 23. A system as recited in claim 22, wherein eachport includes at least one vehicle charging facility and the VSG of agiven port further includes vehicles due to become sufficiently chargedat the port within a preset time period.
 24. A system as recited inclaim 22, wherein the VSG of a given port further includes vehicles dueto arrive at the port within a preset time period.
 25. A system asrecited in claim 24, wherein each port includes at least one vehiclecharging facility and the VSG of a given port further includes vehiclesdue to become sufficiently charged at the port within a preset timeperiod.
 26. A system as recited in claim 19, wherein said travel requestcomprises information associated with an expected distance of travel andwherein said group comprises one or more vehicles, each with asufficient SOC to travel the expected distance.
 27. A system as recitedin claim 19, wherein said travel request comprises informationassociated with an expected time period of use and wherein said groupcomprises one or more vehicles, each with a sufficient SOC to travel forthe expected time period.
 28. A system as recited in claim 19, whereinsaid travel request comprises information associated with an expecteddestination port and an expected distance of travel beyond a directroute to the destination port and wherein said group comprises one ormore vehicles, each with a sufficient SOC to travel the combineddistance of the direct route to the destination port and expecteddistance of travel beyond the direct route.
 29. A system as recited inclaim 19, wherein each port is provided with a display device fordisplaying identification information, identifying an allocated vehicleto a user.
 30. A system as recited in claim 19, wherein each ofuser-interface terminals comprises a display device far displaying a mapto the user and an user/display interface for receiving user-selectedmap locations corresponding to locations on the displayed map from auser.
 31. A system as recited in claim 19, further comprising aplurality of vehicle subsystems associated on a one-to-one basis withthe vehicles from the fleet, each vehicle subsystem including means fordetecting the SOC of its associated vehicle and for transmittinginformation corresponding to the detected SOC to the computer system.32. A system as recited in claim 19, wherein the request includes useridentification information and wherein said computer system isprogrammed to further base the vehicle selection on the useridentification information.
 33. A system as recited in claim 32, whereinsaid computer system includes a storage of vehicle preferenceinformation associated with each user identification and is programmedto retrieve from storage vehicle preference information associated withuser identification information received from a port terminal and tofurther base the vehicle selection on the vehicle preferenceinformation.
 34. A system as recited in claim 33, wherein the vehiclepreference information comprises information from the group consistingof: number of vehicle wheels, number of vehicle doors, preferred minimalSOC or range of SOCs, distance usually traveled, and usual duration ofvehicle use.
 35. A method for allocating one or more vehicles from afleet of electric powered vehicles to one or more users, wherein eachvehicle has a state of charge (SOC) at any given time, the methodcomprising: one or more computers receiving a travel request from auser, wherein the travel request includes information concerning aspecific, planned trip and the information is usable to determine theSOC necessary for that trip; the computers selecting a first group ofone or more vehicles from the fleet, where each selected vehicle has aSOC sufficient to meet the travel request from the user; the computersdetermining whether one or more vehicles belong to a second group of Nvehicles having the N highest SOCs of the vehicles within the firstgroup, wherein N is a predetermined positive integer greater than 1; andif it is determined that one or more vehicles belong to the second groupof N vehicles, the computers selecting the second group of N vehicleshaving the N highest SOCs of the vehicles within the first group; andthe computers allocating to the user the vehicle having the highest SOCof vehicles in the second group but not the first group.